Simplex continuous-induction intermittent train control



Feb. 12', 1929. Y 1,701,592

A. L. RUTHVEN SIM-FLEX CONTINUOUS INDUCTION INTERMITTENT TRAIN CONTROL H LUTHVEN,

ttoz maj Feb. l2, 1929. 1,701,592

r A. l.. RurHvEN SIMPLEX CONTINUOUS INDUCTION INTERMITTENT TRAIN CONTROL FIFIeAg. 5o, 1924 2 seets-sheet 2 H LRLJTHVEN,

akku wu! Ful A-' morsen rarssr orrics,N

ALFRED L.. RUTHVEN, F RCHESTEPV, NEW' YGRK, ASSGNOR TO UNION SMPLEX TRAIN CONTROL CO., INC., OF ROCHESTERQNEV YORK, A GORIORATION OF DELA- SMPLEX GONTINUUS-INDUCTN .NTERIYIITTENT TRAIN ('OIJIZRGL.

Application led August 30, 1924. Serial No. '?35,159.

The present invention relates to automatic traincontrol, and ain'is to provide a novel and improved apparatus oit that lind which is comparatively .simple in construction and moderate in cost, in addition to being; pra cal and er'llcient in operation. t

notherobject of the invention is the provision of automatic trainr control apparatus utilizingl continuous induction between the train or vehicle and the track to keep the train running, with intermittent control between thc track or road-ivavand the train or ehicle at control stations or locutionsa in orde tiret the train or vehicle equipment can be set 'for diiercnt conditionsj such as clear7 caution and dang-er, when passing` the control stations, depending,` on tral'lio conditions or Way side signals. t

,i further object is the use oi a non-inagnetic reil section at each control station oi' the trafl, With rail-responsive inductive eleinert on conditions (either clear or caution) 'at euch control stationivillessere of break in the inductive relation between the vehicle equipment andthe treclr Whenever passing` e control stetion, to result in a, danger or einer- .w ,ucv condition, unless the required energy is received by the vehicle cquipnie t Frein the track means, when( passing' the control station,y to ob 'n either caution or clear conditions, and failure of electrical currentor en- A erg'v, short circuits, grounds, and the like, resulting; in the stopping or retardin,r of the trein or vehicle. A

[i -linither objectristo reduce to the most simple construction the cooperabl-e elements Ybetween the trac-k and the train or vehicle,

therebyY not only reducinw ie cost installationbnt also eliminating ramos., tri )sl and .other contract,A devicesvor obstructions on the the train. or vehicle to maintain runtrack or vehicle, as Well as providing for olii cient and dependable coopera-tion between the track and vehicle elements. The responsive elements of the vehicle equipmentniey be fixed in relation to the vehicle, without niovable parts With reference to the vehicle, other than relays or other translating means controlled ley said elements, and the traclr eleinent may be a rail of rthe track itself, Without any other device or element on the track `for cooperation with the responsive elements of the vehicle, therebiT eliminatine,` ramps,

trips, inductors and all other obstructions on the track or road-Way. The responsive clenients on the vehicle may also be located iininedietely over a rail so as to be maintained in proper inductive relation with the rail, and to be protected behind the Wheels oit the vehicle so as not to be knocked oil' or damagedjbv being shielded troni encountering or contactingl with objects on the track. y

lVith the foregoing and other objects in view, which Will be apparent as the descrip f tion proceeds, the invention resides in the con* struction and arrangement or' parts,y hereinafter described and cleinied, it being under stood that changes can be made Within the scope of what is claimed, Without departing from' the spirit of the invention.

The invention is illustrated in the accom-` panying' drawings, ivlierein-A Figure l is a diagrannnaticel View or' 'the improved apparatus. n Fig, E2 ,is a diegrainniatical view oil the ineens for reversing connee ions with responsive elements at the cppositesidcsiof the locomotive or vehicle. i i v Fig, 3 is a diagrainniatical vieiv illustrating 4modifications.

lig. i is a diagrammatical'view depicting en arrangement for prewritingifelse stops atnon-rneonetic railrozid crossin rs and other n y 23 i, A non-magnetic portions ot the track.

7l/viole @Qu/paient Y .ln carriine' out the :invention anianrfaiiese or other non-magnetic railsectionl() is dis-` posed in one rail of the track ateach control station or location7 1n order to obt in inductive vinterruption ybetween the velncle and' track Whenever passing a controlv sttion,

end said rail sectionniay be the nsual' rail lenfrtlrB- reet).

Electrical current ,is passedthrough or magnet 28, :mil

' including 5l9 switch 152', mam' lll/lien boh swtcli'e 39 and 42 are opi-m, their danger conditions exist in 'lio Vehicle equipii'iont, and lli@ emilion Contact strip lll is iomoved from tbe oiicuii oif lli@ iiizig-Qt BO, as

'well as tho comlucoif 43. 'lilo pioy o o spood control under llziiigoi' cowliilonsj :i coii''mf: il*

' 'zuigocl to bo engaged by lio b 'usb 3? 1." zu' when o volli 'lo is brought lo zi stop? zizi/l o (langer oonzict Strip l5 iS i ifgmfigml to be oli- ;zigoil by the bifusli @low a p'eilotoi'iuifal iii (langer oonilil im, oififo' @Kampl lille/en miles p l1' lu K fol' changing tho control ifi'om the commet 5 to lha coiil'aot si'ip lo when the yoliiololias init-in spoed millor o from ton i0 boon bi'ougjlit to :i slop, and suoli 'relay inH 'obidos the @Will-,li i? :uil electroni? 4&3.

conductor 49 connects vlife mfotac' /l and a normally open :ilario switch 50 is disposed. lie/Woon the iimgiieu $8 mil genoi'atoi' 3l, and mus be liolcl olosocl by lie engineer ol' opoi'atoi' when ii'avelli'og imclo flangei conditions. rllliuo.lx when the vehicle lizis'come io a. Siop by tbe figleene'gimion of the lingual 8O when bolli SwiolieS 39 amel 2 are open, md the sw'oli 50 is hold closedby hansb 'the iixifig'ioiiwill bo eiioigizefl, Said magno' boizngnormally floonoi'gizocl lo let lli@ sii'itcli. -l' (lr-op away "rom the oohniaot 5l connected to the ooii'zact Strip 46, Accordingly, 'libe niagno 30 will be onorgizoalytlio Cil-cuil l "owl by "Clio om lo slop lio volmmw. l y. in .m in. L, ng mimi (.1 1c/ii ol maligni loiiomom,

@i Whoii lli veiiiclo travels' respectively, to inclioale ille cliffei'oiit' Couillyiimis, and said lamps may bo oi suitable l 211m, when ti'aivolliiig under @zml-ion @omliif n lli@ lamp 53 will bo liglil'ocl While l 'mh zmip boing; l

l `be Clilio'om." conditions in *clio ol' lil'io locomotive 'oi' Vle/biel@r The switches; 393ml are bold olosfl, ,vlioi'i 'xzivelliiig botweoii l coili'ol .@laiioiis, by iiizriiis of die electro-iii( i'o plml'iv@ si: :lies 58 and @which Carry lglio inziilaliofl swiolies 39 and The Vilches 58 and 59 are Comieoteflin soiose Willi lli@ Coifmopomliiig magnets 55 `incl 57 'lilu'oiiojli libe o'm'ziots 6() and @L zuid the Swicli, ooiizalz" :mil infwgiiel: of. oficli Siicl relay iS ooiiiooiis iii. n c.' cuil; including' fifwiiialiiio; o1' (Soil of lli@ rail responsive: oloi'mliig.

relays of the Circuit.

alii-:li relays inolmliiip; i 56 and 57 Coni-rolling; tbe

ovm;

lio mil i'ospoiisivo "bloquent oomwiw ormm' including' i'lio om iig); oi' Coil 65 fl'lml'ooii :nifl ,zilfariibo whirling' oi' Coil 63. y The pi'irrimfy 1.65 iff; Qiioi'gl'ixofl by ,zzljos'mitiiig' o1' Well fr,V oy swi Core Gows overa 'ion-migliaio rail section l0, the magnetic circuit of the core tie is broken betiveen the terminals o't` said core, thereby creating impedance or a choking action in the transformer, and reducing the electrical energy induced in the circuit 62. is a result of the lorca-l: ot the inductive relation between the responsive element and rail, due. to the breaking ot the magnetic circuit when passing over the nonmagnetic rail section, the magnets 56 and are deenergized sutliciently o let the switch i 58 and 59 drop, providing` said switches are not held closed by other means. Accord ingly, both switches 39 and l2 will drop open when passing the non-magnetic rail section, to provide danger conditions unless one or both ot the switches 3E) and l2 are held closed by other means While the rail-responsive elenient moves over the non-magnetic rail section. The action to release the switches '39 and ft2 when passing a control station is positive and rolia le owing' to the break in the inductive relation between the rail responsive device and track when said device or element moves over the non-magnetic rail section, which is equivalent to the breaking oi' a non mally closed circuit. in other Words, it is necessary that the magnetic circuit ot the core flbe completed by the iron or magnetic portion of the rail in order to keep the magnets 56 and 57' energized sulliciently to hold the switches 58 and 59 closed., and the moment either of said switches drops away from its Contact it-ivill remain open until closed by some other means, as ivill hereinafter more fully appear. The stick relays controlled .by the rail-responsive element will therefore open the switches when the rail responsive element passes the non-magnetic rail section, providing the switches are not held closed by the other controlling means.

It receiver or second responsive element is carried by the vehicle. eitner in iront or in rear ot the rail responsive element. so as to move over the energized portion ot the rail vlien the rail-responsive element moves over the non-magnetic rail section. Through suitable amii-lit'ying or relay connectionathe secondary responsive element. which comprises a picleup or detector coil (S7. controls electro-magnets 68 and which control the switches 5e and 59 in addition to the 'magnets 5o and 57. is shown, radio audions or Velectrode valves TO and 'il are employed between the responsive element or coil 6'? and the magnets (i8 and (i9, respectively. The electrical connections are similar to well known radio hook-ups. oi' the coil 67 are connected with the audions, each of which has three electrodes. @ne terminal of the coil 67 is connected to the grids 72 and 78 of the respective audions ZO and 7l, While the other terminal of the coil is con'- nected with the lilaments @l and L75 of the corresponding audions, said filaments being The conductors 37?` merece energized by batteries 76. rilhe magnets 68 and 69 are connected by the respective conductors TY and 78 with the plates 79 and 8() of the corresponding audions, and said magnets are connected by the corresponding conductors 8l and 82 with the filament-s 74 and 75, both conductors 8l and 82 being connected through the battery 84 which energizes the magnets G8 and 69. Suitable resistance 85 is disposed in the conductors 77 and 78 to regulate the energization ot the magnets, and other suitable tunine and adjusting means are provided, such as condensers 86 connected in series with the grids 72 and 78, condensers 8T bridging the lilaments and grids, and re- 'sistances 88 connected in series with the grids. p

rthe condensers and resistances are so adjusted that when maximum electrical energy tloivs in the rail il (the sivitch 'l5 being closed) the coil 6'? Will pick up suliicient energy from the rail to keep both magnets (38 and 69 energized. It Will be understood that the alternating current flowing in the rail Will establish or induce. alternat-ingI magnetic flux in the coil GT to induce alternating current in the coil 6'? resulting in the flow yot electrical energy between the grids and filaments of theA audions, so that current from the battery '8l can tloiv through the magnets 68 and 69 and between the plates and filaments of the audions, Well known. However, ivhen the switch l5 is open and the switch Ali closed, so that the resistance Q() cuts down tlv iectrical energy flowing' in t-he rail ll, the coil t3? Will pickup less energy :trom the -aily which AWill not be sutlicientto let the iacnet (S8 be energized although it will be cient to let the magnet 69 be energized. y the resistances and condensers ot' the udion it) andinagnet 68 are such as to checlr retard the flow et current from the battery through the magnet 68uncer caution conditions Whereas the audion T1 energized sui'liciently so tl at current from the battery 8 will energize vthe magnet (it). l-Yhen both switches lil and l5 of the tract; circuit are open, then the coil 'til .vill tail to receive energy from the rail and both magnets G8 and G9 will remain deenergizec. rlhe niagnets 68 and (it) are onlv energized when the coil G? receives suilicient electrical energy from the track. and the circuits can be tuned so as to reouirealternatif l current of a predetermined frequency. While the resistances will govern the control according to current strength.

Operation..

Daag/er coedizione-Then danger tracl or tratiic conditions exist, both track niagncts "i8 and i9 are deenergized and the switches let and i5 open, so that no electrical energyiloivs in the rail ll between the conductors 12 and i8. 1Whether the train or ve llO lil

hcle is travelling under clear, caution or danger conditions, a danger condition Will vthen be established or maintained when ried by the switches 58 and 59. Consequently, the magnet 30 n'inst be energized by Way oit the switch and magnet 48 in order to proce-ed, and the vehicle must be brought to a stop to bring' the brush 3l againstthe contact l5 and the Switch 50 innst be held closed b v the engineer or operator before the inagnotd8 ie energized, unless the vehicle is already proceeding under danger conditions with the brush SLL engaging the Contact strip All. The vnragnet lll beingV energized 1vill ri the switch el? and bringv the contact strip #lo in the circuitAq eo that the vehicle can proceed et a slow rrate of speed under danger indi-tions alter the vehicle has first been brought to a stop. It' the speed is exceeded thenL the vehicle is again stopped before it can proceed, because the brush ll being reinovedfroin the contactI Strip i6 will deenerthe magnet l as Well as the magnet 8O until the vehicle is brought to a stop and the brush 3d is inoved against the Contactv l to again reenergize the magnets and 4-8.

Zeer conditioner-YV hen the track ahead clear, both magnete 1S and 19 are energized, andthe switches lil and l5 closed, so til-rt nmxiinnin electricelenergjv ivill l'low in the rail ll. Consequently, when the core 64 mor-es over the non-magnetic rail section l0, to deenergize the magnets 5G and il?? the coil (3T receives snl'licii-xnl energy from the rail sie that, throlwh the :nnplilviinr or trnnslaling moans., t] 4 lo hold the sv-ritehes and close'l C tem'al that the inaggn-ets' 56m 'l in this vvev,,alternative l ler the stick relai.' switel es 58 ore energized while the magnete oli 57 are deenergized, `but this'roelniree the -ition by the coil'l? ot the required elec- .l energy lrorn the tracki and if the track energy tails or is unsuitable then the inagnets 68 and (r3 Will not be energized to hold the switches closed andydenger conditions frvill result. Vlllhen the mag/nets -GS and (il) ore one L ed? should the switches 58 and be down, they will be raised so to establish :leer condi under caution or danger conditions. lllhen the switches running' or clear circuit is coinpletech includ ing the generator 3l, conductor 35, magnet nc internets 38 :ind GQ are energrif'ed ,ons it the train is proceeding;

S9 and l2 are closed the nornial 30, conductor 36, brush 34, conductor 37, contects 38 and switen 39, conductor e0, contacts Lll and switch 425 and conductor e3. y'The vehicle can then proceed 'Withoutspeed restriction.

lefore the coil 6'? leaves the energized portion of the rail so that the magnets 68 and S9 are still energized, the core 64 nieves frein the non-magnetic. rail Section l() over the iron or magnetic. portion of the rail, so thet the magnets 5b and 57 are again energized before the. magnets 68 and 59 are deenergized. This provi les, under clear conditions, continuous inductive relation between the track and the vehicle equipment. Thus, ywhen the priniary or rail-responsive element is nioving over the iron or magnetic portion of the eil, the magnets 5e and 57 aire energized` dueto the inductive relation between the rail responsive element :nid the rail, Whereas when euch inductive relation is broken b v non-inegnetic ruil sections then the coil GY by inductive relation with the trackinust receive electrical energy 'lfroin the track to energize the `inzignets 68 and "69 while thek magnets JG and 57 are deenergizec lf both inductive relations between the resiionsive elcrnente and the track ere interrupted then bot-li lioldingl magnets oilI each pair c re deenergized to release the con reeponding switches. For running condi` tions the inductive relation between the \'ehicle and track ie continuons, but the control for clear7 caution and danger conditionf3 is intermittent, beingv eliecl'ed at control ete,- tions depending; on the llow oi electrical en erggjv in the rail. l

@ciuffo/1i oonCl'iffonedllhen cent/ion conditiene` exist, 'he magnet l) is deenerg'ized and theniagnet l@ energized, so that the current in the trlrcl circuitn'niet flow throngzjh the resistance 20? which reduces die electrical energy Herring in the reil. Vlhen the core (3e-.L nieves over the nonfinaggnetic rail Section l ,the may onnnd are deifnergized the nl Vdnnlger conditions.

ne es `mnknf clear :n The coil receives sullicient enenefyr 'from the ruil to encrn" Ae the endion or vnlre 7l sut- 'i 'lient/ly so l; i l

il lion* through theen n il and nnignet nerggize saidinegnetsntlleier lyl'o'bold e ewi h closed.,l but the indien TO doce` receive sni'licentenergyT kcnziblethe magnet 68 to be energ e he battery 8d., Consequently, the sw 58 nid will dropopenivhile the switches Mend 9 will ren'ieincloscd, or, if the vehicle it current from the l): ttecv 845 llO is proceeding under danger condiioneq with switches 58 and open, the ewitchl'll reniains onen but the switch is raised bv the magnet G9. Therefore,'when leaving the`con trol Station'Q theA magnet 5'? is energized when the rail responsive element moves over the ironior magnetic portion of the raih but the niiagnet remains deenergized, the magnet ACil 09 also being deenergized when the coil 0T moves away trom the energized portion ot' the rail.

The. caution running circuit is therefore completed, including the generator 31, conductor 35, magnet 30, conductor 36, brush Sil, contact strip 44s, conductor 40, contacts al1 and switch l2, and conductor 43.. rJhis requires that the vehicle must proceed below the predetermined maximum caution speed., inasmuch as the magnet 30 is deenergized and the brakes applied it the brush is removed 'from the strip t. i

Reversi/111g Zen-ice.

is shown in Fig. 2, a primary and a secondary responsive device is located at each side ot the locomotive or vehicle, so to provide for the travel oit the vehicle in either direction, or with either end forward. rlhe primary windings oi the transformer railresponsive elements are connected to the alternating current generator 00, and the secondary windings 0?/ and 63 are each conneoted in the circuit 02, while the secondary or pick-up coils 67 and 07 are each connected with the conductors 67X leading to the audions or elect 'ical valves. Contacts 90 are connected in series with the coil or winding G3 and circuit 62, to be bridged by a switch or bridging member 91, and similar contacts 92 are connected in series with the winding G3 and circuit 62 to be bridged by a bridging member 93. Contacts 94 are connected in series with the coil 07 and conductors 67X to be bridged by the bridging member 95, and similar contacts 96 are connected in series with the coil 07 and conductors 67X to be bridged by the bridging member 97. The bridging or switch members 91, 93, and 97 are carried by the reversing` lover 98 which is used for reversing the direction of movement oi the vehicle or locomotive. Y,Vhen the lever 98 is moved for the movement oi the vehicle in one direction,`

the members 91 and 95 bridge the respective contacts 90 and Sel, thereby connecting the winding 63 in the circuit 62 and the coil 67 with the conductors 67X so that the vehicle equipment is controlled from the corresponding side of the traclr, the winding 03 and coil 07 being cut out from the circuits. l/iThen the lever 98 is reversed to reverse the direct-ion or" movement of the vehicle, the members 93 and 97 bridge the contacts 92 and 96, respectively, thereby disconnecting the winding G3 and coil 67 from the circuits and connecting the winding 3 and coil 67 in the respective circuits. vv lhen the reversing lever 9S is in neutral or intermediate position, all of the responsive elements are disconnected from the devices which they control.

This arrangement will take care of the movement ot the locomotive or vehicle with either end forward, inasmuch as when the vehicle is turned around end for end, theY reversing` lever 98 must be reversed to enable the vehicle to move in the same direction, thereby bringing the control at the same side oft the track for the saine direction oi travel with either end ot the vehicle or locomotive forward.

On single track roads, each rail ot the track is equipped with the non-magnetie rail sections and with the energizing means, so that one rail provides control ior travel in one direction while the other rail provides control for travel in the opposite direction, and by ieans ot the reversing device, the control ot the locomotive vehicle will be at the proper side, with either end of the lo-v comotive or vehicle `forward, when travellingin either direction.

Fig. 3 illustrates a modified primary responsive device which operates magnetically by direct current, thereby eliminating` the necessity for a source ot alternating current on the vehicle. The responsive device comprises a lever 100 mounted on the ulcrum 101 and carrying a direct current electromagnet 102 which maybe energized, as well as the circuit 0.2, trom the direct current generator or other source of electrical energy (not shown). The lever 100 provides a core for the magnet and has an armature 102 to be attracted to the iron or magnetic portion pt theirail which will bring the switch 10ftagainst the contacts forming the terminals of the circuit 62, to keep said circuit closed while the responsive device is over the iron or magnetic portion of the rail. However, when passing over the non-magnetic section 10, the armature 103 is released from the rail, the magnetic attraction between the armature and rail being broken, so that the switch 104: drops open, thereby opening the circuit 02. 1V hen the responsive device nioves from the non-inagnetic rail section over the iron or magnetic portion ot the 'rail the ar- -rature 103 is again attracted to the rail so as to close the switch 104.

Fig. 3 illustrates a further modification in that a wire or conductor 100 conect-s the conductors 12 and 13, instead of using the rail, so that the coil G? will pick up the electrical energy from the wire or conductor 106. Thus, the rail or a separate conductor can be used 'for the tlow of electrical energy to energize the pick-up coil 67 when the circuit 62 is broken by the opening oi the switch 104, and the same arrangement may be used for the primary responsive element as shown inthe tirst torni ot apparatus.

Neutrales/ag aon-magnetic crossings and the like.

When the trackcontains non-magnetic montes crossings, frogs, switch points, and rail sec'- tions between or beyond control stations, it is in easy matter to neutralize the eii'ect thereof on the primary responsive device. Thus, ordinarily, when the primary responsive element moves over Viny non-magnetic portion of the rail 11, o. danger condition is established in the vehicle equipment. 'iVith lthe transformer 109 with the supply'line 22,

so that current will iioiv in the rail 11 to oli'set or neiitrolizethe effect of the non-magnetic portion. This arrangement con be used at non-magnetic crossings, frogs, switch points, and toe like, and also for non-magnetic portions of the rail between or beyond control i stations. if the non-magnetic portions oi the treclr are between control stations, then the current flowing in the conductor 108 and corresponding portion of the rail should be controlled by relays and resistance, such is used between the conductors 12 eind 13, is shown in Fig. 1, in order that the diilerent conditions of vehicle control Will bel ineintoined. 1n this way, non-magnetic portions of the rail in zi. block can be used for suppleinentzil control stetions or sub-stations in the saine 'way` as the control station shown in Fig. 1, or such sub-stations can be provided in each block and controlled from the mein control station, signal circuit or semaphore, in order to facilitate tra-flic.

rlhe viirioiis circuits are on the nornisl closed circuit plan, so that failure of cui.'- ieiit, breathing of the circuits, shortv circuits, groiiiid connections, :ind the like, Will produce danger conditions, whereby'feiliiresy are on the side or' safety.

illzivin thus f lescribed the inten?. ion, what is cloiine I new is 1. Vehicle con lling' opporetus compriszi, iion-iiiogiietic section in the vehicle riicl it efficli control siiiition vehicle-carried ineens ely reletec i vl. iniil lwith the tro l: `for obtaining; on interruption in seid inductive rele-tion f Whenever sind' ineens posses e on-iiizignetic truck section, :itrncr side. circuit including` n. portion ei:- i'endinj longitudinally oi the track and ineens Yfor con rolling; the l'loiv of cnrrentin.

, ineens posses the non-msgnetic trsclr section,

ond vehicle controlling ineens controlled by sindrail-responsive iiieiins :ind ,coil for obtaining one vehicle condition When said iii- :ivoid sein con d lsaid ineens posses e.

terriiption oli inductive relation occurs With- 'l coil l up energy ieron'itlie ide circiii., :ind 'for obtaining another vehicle condition when seid coil piclis 'up energy troni scid ti'zicliside circuit during siich yinterriiption oi inductive relation.

Tilehicle controlling nppiiii'ntiis comprising); s, non-ni D section in the vehicle triiclr, vehicle cone. llingl ineens having an inductive relation with the tiiiclr tor obtainin, on interruption in sind inductive reletion when passing; :i non-magnetic triiclt section to obtain zi predetermined vehicle condition, zi tiziclside circuit i'or cachot seid non-inognetic zich sections l :ving :i portion extending lon Vocinsilly oie rthe tiiiclr :ind liiivinoj controllo nie os. find ii. pick-up coil. on the vehicle cri-operable iiidnctively with seid portion oi" the triicl-:side circuit dnring' siicli iiitcriiiiption ininductive relation :ind controlliL seid chicle controlling; ineens to ltion when seid coil r .ceives energy from the trnclrside circuit.

3. Vehicle coiiti'ollingl oppzirii'tus comprisingl non-inocjnetic section in a riiil of t ie vehicle track et eiicli control station, vehiclecarried rail-responsive ineens inductively related ivii'li `said rail for obtiiiiiinr; in interruption in seid inductive relation Whenever sind ineens posses o. non-niezen 4` tion, ineens 'For miergiiiing' i i'oil oi"n the trziclr et ezicii control station, vehicle-carried ineens tor picking; up energy from seid `cnf-ircgizod rail. and vehiclev controllingg ineziiis controlled b Tthe and third named ineens ior obtainone vehicle condition when seid interruption of inductive relziiion occurs Without the thirdnoined ineens picking up eneregy from the rail. rind for obtaining another vehicle condition `ivlien the thirdneiiicd incensi picks np enero from tlieriiil du K' riiption ci inductive relation. Vehicle controlling opp: a ii oi'i-iii ai inet-i c hicle tiiicl: zit erich control ciiii'ied iiiil-responi-i Y, l l. i lated with seid iziil iioi obtaining, iii interruption insnidinductive rehit" i Whenever non-ni: e rziil section, ineens for eneriijizinc nil et the reel: it encli control station for liilerent conditions, vehicle-carried means 'for picking up energy troni the energized riiil, and vehicle controlling ineens controlled by thek first :ind thirdnonicd ineens 'fior obtaining` one vehicle condition when seid interruption oi inductive relation occurs iv' `ont the thirdnzinied ineens picking; up ene Kx y :5i-oni the rail, sind for obtoining other vehicle conditions selec- 'ns coiiiprietively when the tliiidiizin'icd ineens piclisiiii 'f energy from the rsil',`\vlien enern'izeil 'for vdiierent conditions, dnriiig said interruption oi inductive rele-tion 5. Vehicle controlling` apparatus comprising non-ning etic sections in the vehicle smid intci'- ico track, vehicle-carried responsive means havingr an inductive relation with the track for obtaining' an interruption in said inductive relation Whenever said means passes a noninagjnetic track section, vehicle controlling; means tor obtaining` predetermined vehicle condition when said responsive means is aiiected by said interruption in inductivo relation, and means tor avoiding such vehicle condition inclu ding` means tor energizing the track Where the non-magnetic sections are located, and receiving` means on the vehicle to be influenced by such energized portions ot the track and controlling the vehicle` controlling means to avoid the alforcsaid vehicle condition.

(S. Vehicle controlling apparatus comprising` a non-magnetic section in the rail or the vehicle track at each control station, vehiclecarried rail-responsive means inductively rclated with said rail tor obtaining an int rruption in said inductive relation Whenever said means passes a non-magnetic rail tion, a. track circuit including a portion ot a rail of the track and controlling means, vehicle-carried means for picking` up energrV from said portion oi the rail included in said circuit, and vehicle controlling means controlled by the first and tliirdnaincd means for obtaining` one. vehicle condition when said interruption ot inductive relation occurs without the thirdnamed ineans picking up energy troni the rail, and tor obtaining` another vehicle condition when the thirdnamed means picks up energy from the rail during said interrution of inductive relation.

7. Vehicle controlling` apparatus comprising a non-magnetic section in a rail oi' the vehicle track at each control station, vehicle` carried rail-responsive means incluctively related With said rail tor obtaining an interruption in said inductive relation Whenever said means passes a non-magneticrail section, a track circuit includingy a portion ot a rail ot the track and means tor varying` the current flowing' in lsaid circuit, vehicle-carried means tor picking' up energy from the portion ot the rail included in said circuit, and vehicle controlling means controlled by the first and thirdnamed means tor obtaining one vehicle condition when said interruption oi' inductive relation occurs Without the thirdnamed means picking up energy from the rail, and for obtaining other vehicle conditions selectively when the tliirdnamed means picks up diiierent degrees ot energy from the rail during,` said interruption ot inductive relation.

8. Vehicle controlling apparatus comprising a non-magnetic section in a rail of the track at each control station, vehicle-carried rail-responsive means inductively related with said rail `for obtaining an interruption in said inductive relation Whenever said means passes a non-magnetic rail section, a

stick relay controlled by said means to be released ivhe-n said interruption in inductive relation occurs, vehicle controlling means controlled by said relay, means for energizing' a rail oi the track at each control station, and vehicle-carried responsive means for picking, up energy from said energized rail and preventingl the release oit said relay during said interruption in inductive relation.

9. Vehicle controlling; apparatus comprising a non-magnetic section in a rail ot the track ot the vehicle at cach control station, vehicle-carriec rail-responsive means inductively related with said rail for obtaining` au interruption in said inductive relation Whenever said means passes a non-magnetic rail section, a plurality of stick relays controlled by said means be released when said interruption in inductive relation occurs. means ou the track at each control station tor supplying diltercntdegrces ot electrical cnergy,ve liicle controlling means 'controlled by said relays for oblaining` diii'erent vehicle conditions wlien ditlierent relays are released, and vehicle-carried means tor picking; up energy from said means on the track and controllingv said relays to prevent the release ot the ditterent relays according` to the degree ot energy received trom the track.

l0. Vehicle controlling` apparatus comprising` a trackside circuit including a portion of a rail of the track tor a desired distance, means 4for supiilying said circuit -with electrical energy and controlling the iiow ot energy therein.` a vehicle-carried pick-up coil cooperable indnctively with said rail, vehicle-carried controlling` means, electrical means controlled by. said coil and controlling said controlling means, and additional mea-ns, 'for use in intermittent operation, operable to prevent control oi said controllingl means from said coil and operable Whenever passing a predetermined location ot the track betiveen the limits of said portion ot the rail to place the control oi the controlling` means on said coil.

ll. Vehicle controlling apparatus coniprising,l a trackside circuit including a portion ot 'a i il ot the track tor a desired distance, means Ytor supplyingf;V said circuit .vith electrical energy and 'for controlling the circuit to modi'iv the electrical energy therein, a vehicle-ca ried pick-up device co-operable inductively with said rail, vehicle-carried controlling` nic-ans, means controlled electrically by said device and controlling said controlling means :tor obtaining various conditions oi' control by diderent energizations oi said circuit, and additional means, tor obtaining intermittent control, operable to prevent control ot said controlling` means from said device excepting at a predetermined location of the track.

l2. Vehicle controlling` apparatus comprising a trackside circuit including a portion ot a rail ot the track for a desired distance,

lll() tracliside circuits for said control locations having controlling means, vehicle controlling means including` an electrical circuit which when broken obtains restrictive speed conditions, means having` inductive relation with the. track for obtaining an interruption in said imtluctive relation Whenever passing one of said non-magnetic sections and controlling said circuit to break said circuit Whenever said interruption in inductive relation occurs, and means normally inactive When travelling between control locations and cooperable inductively with the corresponding traclzside circuits to receive energy herefrom by induc tion when passing the control locations and controlling said circuit to keep same closed when the tracksi-le circuits are closed.

2l. lu vehicle control ai'iparatus, the con'ibination v'ith'a vehicle track having nonmagnetic sections at control locations, of trackside circuits Vfor said control locations having' controlling` means, vehicle controlling means including a normally closed circuit, means having inductive relation with the track 'lier breaking said circuit when the inductive relation 'is interrupted in passing one ci said non-magnetic sections, and normally inactive means cooperable inductively with the corresponding tracliside circuits to receive energy therefrom by induction when passing the control locations for keeping said circuit closed when the traclqside circuits are closed.

22., ln a vehicle control apparatus, the combination with a vehicle track having noninagnetic sections at control locations, of traclside circuits for said control locations having controlling` means, normally energized vehicle controlling means, vehicle-carried inductive means controlling said controlling means and having inductive relation With the track and the tracliside circuits, means controlled by said inductive means for deenergizing the controlling means when the inductive relation is interrupted by a non-magnetic section with the corresponding trackside circuit open, and means normally inactive and contrelled by said inductive means to energize the controlling means when the trackside eircuits are closed and energized. l

ln testimony whereof l hereunto afiii; my signature. 

